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Avanti, freely translated from Italian, means forward!-which is just where Studebaker’s president, Sherwood Egbert, hopes to lead his company with an exciting new ’63 automobile. From “doodle-to-drawing-board-to-prototype” in less than a year is quite an accomplishment for any automobile maker who is designing a production car, but Studebaker was able to push this program and still incorporate into the Avanti several major “firsts” for the industry.

Egbert knew what he wanted and doodled some styling concepts that were used as a guide for stylist Raymond Loewy, who once before had put Studebaker back in sales competition. Engineering, in the meantime, was working to improve engine performance and chassis handling, using as a base the 289-cu-in. Hawk engine and the 109-in.-wheelbase Lark Daytona chassis. Just to sweeten things up and hand them a big gob of extra performance the acknowledged easy way, Studebaker acquired Paxton Products, manufacturer of the well-known Paxton centrifugal supercharger. Andy Granatelli, head man at Paxton, was included in the deal, and the full force of his knowledge of high-performance engines and superchargers was immediately channeled into Studebaker’s Avanti program.

Acceleration times for both 0-60 and the quarter mile are very good. Punching the throttle at 60 mph, it takes but 12 sec to hit 100 mph. Hardest thing to do with the Avanti is to keep the engine revs under 6000 rpm in any gear, as it just wants to keep going; and this was a redline imposed by Studebaker engineering, who still had some tests to finish on this car.

Plans call for limited production and a $4000-plus pricetag. Studebaker can produce as high as 1000 per month and is hoping demand will make this necessary. One thing is sure, this will focus more consumer attention on the entire Studebaker Hawk and Lark lines, which are also due for some ’63 facelifts of major proportions.-Chuck Nerpel, Editor

Today’s PerspectiveNineteen sixty-three was a magical year of great cars. Think about it: the original Corvette Sting-Ray, Buick‘s all-new Riviera, and, of course, the Avanti. It’s easy to understand Studebaker’s thinking: A “halo” car offering revolutionary styling, a jet-age interior, and supercharged V-8 performance was just what the company needed to put it back on the map. While magazine covers and good PR did indeed follow, it wasn’t enough to carry the entire lineup. Studebaker was gone just four years later. The Avanti, however, lived on for decades in the hands of several different entrepreneurial owners as a private, one-model brand.

The supercharged Avanti R2 is the most highly sought version, especially with the rare four-speed manual transmission. But there’s no reason not to appreciate the more common, naturally aspirated R1 model. They’re amazingly driveable, modern-day classics, and won’t set you back a fortune. Parts are scarce, but there are strong Studebaker clubs all over the country to offer that all-important source and tech support. And the Avanti’s styling will look good forever.

Avanti IIs of the late ’60s and early ’70s are also mildly interesting cars, and decent enough drivers, powered by 350 and 400-cu-in. Chevrolet V-8s. Subsequent owners of the company attempted to update the styling with integrated bumpers, square headlights, and even convertible and four-door sedan versions. While they may enjoy a certain appeal, none is as historically significant, nor as collectible, as the original Studebaker-built cars.-Matt Stone